Gas distributing and governing valve



Juy 24, H923.

H. R.,.JACKSQN ET AL GAS DISTRIBUTING A`ND GVOVENAING VALVE Filed Deo. 2,- 1920 fwly`j 5, m E j g f my y@ Huw 4 v 4l. gf wy M r .1 1 A l//lI I Y v,... i; J. 55:... 7 L l :IIIIIIIIIIIIJ MY l MW, l

FHOTD-UTHOby SACKE'IA WILHELMS CORP. NX

'Patented duly 2d, i923.. Y p

hetlill F ll o HARRY R. ACKSON AIN D HENRY A. MAY, OF CHICAGO, ILLINOS.

GAS DISTRIBUTING AND GOVERNING IVALVE.

lApplication Ailed December 2, 1920. Serial No. 427,906.

To all wihiomt't may concermj Beit known that we, HARRr R. JAcKsoN and. HENRY A. MAY, both citizens ofthe United States, residing at Chicago, in the county of Cook and State "of Illinois, havev invented a certain new and useful Improvement in Gas Distributing and Governing Valves, fication.

Our invention. relates to valves'for proof which the following is a specimeting the eiiiciency of'operation of inter- Avention is to nal combustion engines, more particularly byV governing the flow of gas'in the intake, not so much as to quantity passed as to the character of the gas stream'andits position in the duct. One ofthe objects of the inprovide meansfor keeping the gas out'of contactvvith the walls of the duct, especially when the duct is bold. Anothenobject isfto Aprovide means lfor increasing the perturbation and .venturi effect, thus increasing the nebulization and preventing the deposition of the fuel in the -iform of a fog or 'mist uponl `the sides of the duct. A contributing object is -to 'render the device' entirly. automatic an'd rableito govern itself as to position in accordance with the rate of iow'of fueltogtheengine. Another ob# ject is to provide means whereby at `high speeds, Aa small quantityof 'air may bev introduced into the gas stream' from lthe sides A ings, in whichrelative'positions of the ofthe'duct,` this extrasupplyfof air being automatically cut oi at lower engine speeds.

e accomplish our objectsuby the-mechanism illustratedl in the "accompanyingvdraw- Figure 1 isan assembly view showing the throttle' valve and our distributing. valve in lthe intake duct." In dottedlines this figure showsthe' position of the intake' relatively tothe manifold and to the'engine itself. p t

' Figure is'f'aV longitudinal sectional view' of the intake duct Ywith ourl vva-lveamd the .throttle valve shown in positien, ,'lfhefplane' of section;v is indicated by'y the dotted line 2 2, Figures.

, mounting algae-3 is a plan sans@ bathe las a,

Figure .4., is

[Secunia ,sierras fea the rieure 5` s a' i; @at new: f the" mit@ and. spring? which.' controls-'f it,-

Y Figure n mechanism for causing thetwo gatesn of the.

which 'clear out4 the valve always to swing equal amounts and in I opposite directions.

. Like numerals denote like parts througho ut the several views.

In the form selected toillustrate the invention the internal combustion engine 1 and intake manifold 2`are indicated in dotted lines. Leading to the manifold is the vintake duct which consistsfof two sections necting section is between it and the manifold. Thus the amount of gas flowing in the ductis controlled by the throttle valve. Located withinv the connecting section are two gates whichx are supported upon hinges 12 in such manner that when they are closed they extend 'obliquely inward and forward. lAccording to the present design the. hinges are'cylindrical and imbedded in the side walls 14 of the connecting section. They protrude thru the walls. at one point where they are fastened to 'a spring-15 which urges them to rotate in such direction `as to close the gates.`v While the shapeiof the spring may be varied,A it is illustrated inthe .form of awlea'f spring coiled around the hinges and backed 'up by an adjusting screw 16. By turning the screw toward or away from the spring the tension. thereof can be increased or decreased.

Near the marginal edges df the gates the linner 'surface lis roughened at the point 18 vfor breaking upl and agitating the gas as it passes.

This. produces a' beneficial 4turbulance. Itis desirable that the proximate (edges of the gates shall not lit exactly together when closed, but that an opening. 19

shall beleftfqr permitting a slight stream of'gas to passat all times lnxorder to avoid eddy currentsl back ofthe gates which Awould tend to permit the heavier gasto 'collect there we make perforations 17 in they gates. These let small jetsjof asgpass thru y pockets an produce desirable 'agitation` 1;. high engine speeds.v or this vpurpose-a the -equalizing duet 20 is formed in each of the. hinges in such position.` that whenuthe gate'is fairly Q lx1-'our selected design the hinges serve i notA onlyto support the gates, but forni alves for admitting air into .the intake duct n@ z wide open the 'duct will register with an inlet port 21 in the side well.- This latter port 1s open to the atmosphere through a second port 22 as bestshown in Figure 2.

Inorder to insure that the two gates will always move equal amounts, equalizing u mechanism is provided. This. consists of two arms 24 and 25 rigidly connected to the protruding end of the hinges. The arm 24 has a slot ,which receives a pin 26 fastened to the end of arm 25. Theseparts are best shown in Figures 3 and 6.

In operation, the flow of gas thru the intake duct is controlled by the throttle 9.

The tendency of the ordinary throttle, however, is to throw the gas toward the walls of the duct, especially at low engine speeds. This induces bad conditions because at low engine speed the walls of the duct are apt to be cold, which causes a deposition of some of the gas in the form of a fog or beads of liquid. The gates 10, however, prevent such deposition by delecting the gas stream toward the center of the duct, especially at slow speedsjfor the slower the gas iiow, the

closer the gates will swing toward each` come cooler, the stream willl be deflected' away from the walls toward the center ofy the duct. ln addition there is a pronounced venturi e'ect and furthermore, 4on account oi the corrugations 18, the gas ,will be agitated, thus increasing the perturbation and promoting thorough mixture of gas and air and avoiding any tendency of the gas to become deposited on the walls of the duct.

@ur'jrnechanism has another advantagein that it causes air to be admitted from the atmosphere lwhen the engine is vrunning-at high speed. That this is desirable is a tact recognized by most engineers, and incur device it is accomplished automatically. for

v when the throttle is wide open the pressure of thegas speed against the gates will cause them to open which will, in turn., bring the ducts 420 in the hinges into register with the ports 2l .in the side walls ot the connecting section. -"Vihen rate et gas iiow decreases the ga in moving toward each other will the ducts 2G* out or register with the ports 2l.

.droin :toregggoing it will be seein that our device is notV primary controlling 'Maasai controlled by the throttle 9`as in` ordinary take duct, especially at slow speeds when these sides would naturally be cool and hence tend to gather small globules of gasoline in liquid form. At high speeds, however, these gates swing back so as not to interfere with the gas flow. At the same time they automatically admit air from the outside directly into the intake at high speed but at' slow speed shut off the connection.

It is well known with the ordinary carburetor and throttle valve that when the throttle valve is suddenly opened up wide when the engine has been idling, there is a momentary drop-in vacuum on the carburetor jets. This is due to well known causes and such .conditions are yknown as-""flat spots in the vacuum. One of the advantages of our invention is that it automatically does away with these v flat spots and produces a constant velocity control on the fuel jets throughout the motor range. ,Our valve gates' function somewhat after -the manner of a venturi constriction, and as they operate in harmony with the rate of flow through the duct, they do not suddenly open but open gradually, thus preventing sudden reduction of vacuum at the jet. lf our controlling device were absent, a sudden opening of the throttle would so increase the pull onthe jets and thus momentarily reduce instead of increasing the fuel supply. Our

valve gates prevent this action by providingy a constriction which opens gradually in pro,- portiony to the `building up of speed of the engine.- .1 j

Having thus4 described our invention,what we claim as new ind desire to secure'by Letters Patent is:

The combination with the intake duct ot an internal combustion' engine oi" a throttle valve in theA duct located between the carburetor and the engine, a pair ot gates located betweenf'the throttle and the engine, said gates `extending from the sides of 'the duct obliquely inward and forward in the direction oit dow, a pair of roclrshafts-partially'enibedded in the walls of the duct andv carrying said gates to tormhingo's therefor, and means tor yieldingly urging the gates toward each other, the duct having airholes .te isswung awayv fromA .available areavof the duct asrto reduce the llo 

